Thermal management system for vehicle, and vehicle

Abstract

A thermal management system (100) for a vehicle, the system comprising: a first heat exchange branch (10) for adjusting the temperature in an occupant compartment; a second heat exchange branch (20) for performing heat exchange with a battery; and a heating flow path (31) and a heating member (32) for heating the heating flow path (31), wherein the heating flow path (31) is selectively in communication with at least one of the first heat exchange branch (10) and the second heat exchange branch (20). The thermal management system for a vehicle has low cost and is highly robust, and facilitates an improvement in the comfort of occupant compartments. In addition, the present application further relates to a vehicle having the thermal management system (100).

Description

Thermal management system of vehicle and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202311453060.4 and application date of November 2, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to the field of vehicles, and in particular, to a vehicle thermal management system and a vehicle having the vehicle thermal management system. Background Art

[0004] In the related art, in a vehicle's thermal management architecture, when the PTC heater is placed on the low-temperature water side, the PTC heater cannot directly heat the passenger compartment, and when the PTC heater is placed on the high-temperature water side, the PTC heater cannot directly heat the battery. For thermal management systems with the PTC heater placed on the high-temperature water side, the required PTC heater power specifications are larger, and the system component costs are higher. For thermal management systems with the PTC heater placed on the low-temperature water side, although the PTC heater power specifications can be reduced, the entire thermal management system will experience excess heat when heating the passenger compartment at low loads, requiring frequent adjustments to the thermal management system's operating mode. This will not only cause large fluctuations in the air conditioning outlet temperature, reducing passenger compartment comfort, but also increase the control difficulty of the thermal management system and reduce its robustness.

[0005] Application Contents

[0006] The present application aims to solve one of the technical problems in the related art at least to a certain extent.

[0007] To this end, the present application proposes a vehicle thermal management system, which has low cost, high robustness, and is conducive to improving the comfort of the passenger compartment.

[0008] In a first aspect, an embodiment of the present application provides a vehicle thermal management system, comprising:

[0009] a first heat exchange branch for regulating the temperature of the passenger compartment;

[0010] a second heat exchange branch for performing heat exchange with the battery;

[0011] The heating component includes a heating flow path and a heating element for heating the heating flow path. The heating flow path can be selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

[0012] In the above technical solution, through the thermal management system of the present application, the heating flow path can be connected to the first heat exchange branch and / or the second heat exchange branch, so that the heating element can be directly used to adjust the passenger compartment temperature and / or adjust the battery temperature. Compared with the existing technology, it is beneficial to reduce the power specifications of the heating element to reduce the component cost of the thermal management system. In addition, there is no need to frequently adjust the working mode of the thermal management system, which can reduce the fluctuation of the air-conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system and help improve the robustness of the thermal management system.

[0013] In a second aspect, an embodiment of the present application further provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0014] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] FIG1 is a schematic diagram of a first operating mode of a thermal management system according to an embodiment of the present application;

[0016] FIG2 is a schematic diagram of a second operating mode of a thermal management system according to an embodiment of the present application;

[0017] FIG3 is a schematic diagram of a third operating mode of a thermal management system according to an embodiment of the present application;

[0018] FIG4 is a schematic diagram of a fourth operating mode of a thermal management system according to an embodiment of the present application;

[0019] FIG5 is a schematic diagram of a fifth operating mode of the thermal management system according to an embodiment of the present application;

[0020] FIG6 is a schematic diagram of a sixth operating mode of the thermal management system according to an embodiment of the present application;

[0021] FIG7 is a schematic diagram of a seventh operating mode of the thermal management system according to an embodiment of the present application.

[0022] The accompanying drawings in the specification are denoted as follows: energy storage tank 100; thermal management system 100; first heat exchange branch 10; heater core 101; seventh end 102; eighth end 103; second heat exchange branch 20; battery 201; third end 202; fourth end 203; heating assembly 30; heating flow path 31; fifth end 311; sixth end 312; heating element 32; third pump body 33; first heat exchanger 40; first sub-flow channel 41; first end 411; second end 412; second sub-flow channel 42; second heat exchanger 50; third sub-flow channel 51; fourth sub-flow channel 52; cooling flow path 53; compressor 531; first expansion valve 532; evaporator 533; second sub-branch 534; third sub-branch 535; second expansion valve 54; first circulation loop 55; liquid storage device 56; first sub-branch 57; Third heat exchange branch 60; first pump body 61; one-way valve 62; second circulation loop 63; heat dissipation branch 70; ninth end 701; tenth end 702; electric drive system 71; second pump body 72; radiator 73; fan 731; first circulation flow path 74; second circulation flow path 75; connecting branch 76; eleventh end 761; twelfth end 762; third circulation flow path 77; first six-way valve 80; first connecting end 801; second connecting end 802; third connecting end 803; fourth connecting end 804; fifth connecting end 805; sixth connecting end 806; second six-way valve 81; seventh connecting end 811; eighth connecting end 812; ninth connecting end 813; tenth connecting end 814; eleventh connecting end 815; twelfth connecting end 816. DETAILED DESCRIPTION

[0023] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0024] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0025] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0026] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "attached" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0027] The term "and / or" in this application simply describes the relationship between related objects, indicating that three possible relationships exist. For example, G and / or H can mean: G exists alone, G and H exist at the same time, and H exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0028] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0029] The term "plurality" used in this application refers to two or more (including two).

[0030] The thermal management system of the vehicle of the present application can be used to regulate the battery temperature. The battery can include multiple battery cells, and the battery cells can include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., which are not limited in the embodiments of the present application. The battery cells can be cylindrical, flat, rectangular, or other shapes, etc., which are not limited in the embodiments of the present application. Battery cells are generally divided into three types according to the packaging method: cylindrical battery cells, square battery cells, and soft-pack battery cells, which are not limited in the embodiments of the present application.

[0031] A battery cell includes a casing, an electrode assembly, and an electrolyte. The casing is used to hold the electrode assembly and the electrolyte. The electrode assembly consists of a positive electrode sheet, a negative electrode sheet, and a separator. The battery cell mainly relies on the movement of metal ions between the positive electrode sheet and the negative electrode sheet to work. The positive electrode sheet includes a positive electrode collector and a positive electrode active material layer. The positive electrode active material layer is coated on the surface of the positive electrode collector. The positive electrode collector not coated with the positive electrode active material layer protrudes from the positive electrode collector coated with the positive electrode active material layer. The positive electrode collector not coated with the positive electrode active material layer serves as the positive electrode tab. Taking lithium-ion batteries as an example, the material of the positive electrode collector can be aluminum, and the positive electrode active material can be lithium cobalt oxide, lithium iron phosphate, ternary lithium, or lithium manganese oxide, etc. The negative electrode sheet consists of a negative current collector and a negative active material layer. The negative active material layer is coated on the surface of the negative current collector. The negative current collector uncoated with the negative active material layer protrudes from the negative current collector coated with the negative active material layer. The negative current collector uncoated with the negative active material layer serves as the negative electrode tab. The negative current collector can be made of copper, and the negative active material can be carbon, silicon, or other materials. To ensure that high currents can pass without melting, multiple positive electrode tabs are stacked together, and multiple negative electrode tabs are stacked together.

[0032] The material of the isolation film may be PP (polypropylene) or PE (polyethylene), etc. In addition, the electrode assembly may be a wound structure or a laminated structure, but the embodiments of the present application are not limited thereto.

[0033] In existing vehicle thermal management architectures, when the PTC (Positive Temperature Coefficient) is placed on the low-temperature water side, it cannot directly heat the passenger compartment. Similarly, when the PTC is placed on the high-temperature water side, it cannot directly heat the battery. For thermal management systems with the PTC on the high-temperature water side, the required PTC power specification is larger, and the system component costs are higher. For thermal management systems with the PTC on the low-temperature water side, while the PTC power specification can be reduced, the entire thermal management system will experience excess heat when heating the passenger compartment at low loads, requiring frequent adjustments to the thermal management system's operating mode. This not only causes large fluctuations in the air conditioning outlet temperature, reducing passenger compartment comfort, but also increases the control difficulty of the thermal management system and reduces its robustness.

[0034] Based on the above considerations, in order to solve the technical problem that when the PTC is arranged on the high-temperature water side, the cost of system components is high, and when the PTC is arranged on the low-temperature water side, it affects the comfort of the passenger compartment and reduces the robustness of the thermal management system. This application proposes a vehicle thermal management system, which includes: a first heat exchange branch for regulating the temperature of the passenger compartment; a second heat exchange branch for exchanging heat with the battery; and a heating assembly, the heating assembly including a heating flow path and a heating element for heating the heating flow path, the heating flow path being selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

[0035] In this thermal management system, the heating flow path can be connected to the first heat exchange branch and / or the second heat exchange branch, so that the heating element can be directly used to adjust the passenger compartment temperature and / or adjust the battery temperature. Compared with the existing technology, it is beneficial to reduce the power specifications of the heating element to reduce the component cost of the thermal management system. In addition, there is no need to frequently adjust the working mode of the thermal management system, which can reduce the fluctuation of the air conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system and help improve the robustness of the thermal management system.

[0036] A thermal management system 100 for a vehicle according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 7 .

[0037] As shown in Figures 1 to 7, the thermal management system 100 of a vehicle according to an embodiment of the present application includes: a first heat exchange branch 10 for adjusting the temperature of the passenger compartment; a second heat exchange branch 20 for performing heat exchange with a battery 201; a heating assembly 30, the heating assembly 30 including a heating flow path 31 and a heating element 32 for heating the heating flow path 31, the heating flow path 31 can be selectively connected to at least one of the first heat exchange branch 10 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchange branch 10 and / or the second heat exchange branch 20.

[0038] As shown in Figures 1 to 7 , as some optional embodiments of the present application, the first heat exchange branch 10 may be provided with a heat exchanger for exchanging heat with the passenger compartment. For example, the first heat exchange branch 10 may be provided with a heater core 101. The heater core 101 may transfer heat to the passenger compartment to increase the temperature of the passenger compartment, or the heater core 101 may absorb heat from the passenger compartment to reduce the temperature of the passenger compartment. As some optional embodiments of the present application, air may be blown toward the passenger compartment by a fan or a blower. The heater core 101 may be located downstream of the fan or the blower. The heater core 101 may heat or cool the air around it so that the air blown toward the passenger compartment by the fan or the blower is hot air or cold air.

[0039] As some optional embodiments of the present application, the first heat exchange branch 10 may extend into the passenger compartment to directly exchange heat with the passenger compartment to adjust the temperature of the passenger compartment.

[0040] In some optional embodiments of the present application, as shown in Figures 1-7, a battery 201 may be provided on the second heat exchange branch 20, and a heat exchange medium may be provided within the second heat exchange branch 20. The heat exchange medium within the second heat exchange branch 20 may flow into the battery 201 to regulate the temperature of the battery 201. In some optional embodiments of the present application, the second heat exchange branch 20 may be attached to the battery 201 to exchange heat with the battery 201 to regulate the temperature of the battery 201.

[0041] The heating assembly 30 includes a heating flow path 31 and a heating element 32. The heating element 32 is used to heat the heating flow path 31. Specifically, a heat exchange medium is contained in the heating flow path 31, and the heating element 32 can heat the heat exchange medium in the heat exchange flow path. In some optional embodiments of the present application, the heating element 32 is connected to the heating flow path 31, and the heating element 32 can heat the heat exchange medium flowing through it. In some optional embodiments of the present application, the heating element 32 can be attached to the heating flow path 31 to heat the heat exchange medium in the heating flow path 31.

[0042] The heating flow path 31 can selectively communicate with at least one of the first heat exchange branch 10 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchange branch 10 and / or the second heat exchange branch 20 .

[0043] As some optional embodiments of the present application, as shown in Figure 1, the heating flow path 31 can be connected to the first heat exchange branch 10 to guide the heat exchange medium heated by the heating element 32 to the first heat exchange branch 10. In this embodiment, the heating element 32 can be used directly to adjust the temperature of the passenger compartment.

[0044] As some optional embodiments of the present application, as shown in FIG2 , the heating flow path 31 can be connected to the second heat exchange branch 20 to direct the heat exchange medium heated by the heating element 32 to the second heat exchange branch 20. In this embodiment, the heating element 32 can be used directly to adjust the temperature of the battery 201.

[0045] In some optional embodiments of the present application, the heating flow path 31 is connected to the first heat exchange branch 10, and the heating flow path 31 is connected to the second heat exchange branch 20, so that the heat exchange medium heated by the heating element 32 is directed to the first heat exchange branch 10 and the second heat exchange branch 20. In such an embodiment, the heating element 32 can be used to directly adjust the temperature of the passenger compartment and the temperature of the battery 201.

[0046] As some optional embodiments of the present application, valves can be provided between the heating flow path 31 and the first heat exchange branch 10, and between the heating flow path 31 and the second heat exchange branch 20. For example, but not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. can be provided between the heating flow path 31 and the first heat exchange branch 10, and between the heating flow path 31 and the second heat exchange branch 20. By controlling the working state of the valve, the heating flow path 31 can be selectively connected to at least one of the first heat exchange branch 10 and the second heat exchange branch 20.

[0047] As some optional embodiments of the present application, as shown in Figures 1 and 2, the thermal management system 100 can include a first six-way valve 80, which can have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. One end of the first heat exchange branch 10 can be in communication with the second connection end 802, one end of the second heat exchange branch 20 can be in communication with the fifth connection end 805, and one end of the heating flow path 31 can be in communication with the sixth connection end 806.

[0048] In the embodiment where the heating flow path 31 is connected to the first heat exchange branch 10, the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the first heat exchange branch 10 through the sixth connection end 806 and the second connection end 802, and then flow back to the heating flow path 31.

[0049] In the embodiment where the heating flow path 31 is connected to the second heat exchange branch 20, the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the second heat exchange branch 20, and then flow back to the heating flow path 31 through the fifth connection end 805 and the first connection end 801.

[0050] In an embodiment in which the heating flow path 31 is connected to the first heat exchange branch 10 and the heating flow path 31 is connected to the second heat exchange branch 20, a portion of the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the first heat exchange branch 10 through the sixth connection end 806 and the second connection end 802, and then flow back to the heating flow path 31. In addition, another portion of the heat exchange medium flowing out of the heating flow path 31 and heated by the heating element 32 can flow into the second heat exchange branch 20 and then flow back to the heating flow path 31 through the fifth connection end 805 and the first connection end 801.

[0051] In the thermal management system 100 proposed in this application, the heater 32 can be directly used to regulate the passenger compartment temperature and the battery 201 temperature. Compared to thermal management architectures in which the heater 32 is located on the high-temperature water side, a heater 32 with a relatively small power specification can be provided, which helps reduce the component costs of the thermal management system 100. Furthermore, compared to thermal management architectures in which the heater 32 is located on the low-temperature water side, the number of mode switches during passenger compartment heating can be reduced, and fluctuations in the air conditioning outlet temperature can be reduced, thereby improving passenger compartment comfort. Furthermore, because the heater 32 can be directly used to regulate the passenger compartment temperature and / or the battery 201 temperature, the control logic of the rest of the thermal management system 100 can be simplified when excess heat is present, thereby reducing the complexity of the control software and the control difficulty of the thermal management system 100, thereby improving the robustness of the thermal management system 100. Furthermore, because the heater 32 can be directly connected to the first heat exchange branch 10, precise regulation of the required heat can be achieved when excess heat is present in the rest of the thermal management system 100.

[0052] The high-temperature water side and the low-temperature water side in the prior art can be understood as follows: the flow path on the side of the thermal management architecture used to adjust the temperature of the passenger compartment is the high-temperature water side, and the flow path on the side of the thermal management architecture used to adjust the temperature of the battery is the low-temperature water side.

[0053] As some optional embodiments of the present application, the heat exchange medium may be a coolant, such as but not limited to a mixed coolant of ethylene glycol and water, a glycerin-type coolant, and the like.

[0054] In the above technical solution, through the thermal management system 100 of the present application, the heating flow path 31 can be connected to the first heat exchange branch 10 and / or the second heat exchange branch 20, so that the heating element 32 can be directly used to adjust the passenger compartment temperature and / or adjust the battery 201 temperature. Compared with the prior art, it is beneficial to reduce the power specification of the heating element 32 to reduce the component cost of the thermal management system 100. In addition, there is no need to frequently adjust the working mode of the thermal management system 100, which can reduce the fluctuation of the air-conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment, and can reduce the control difficulty of the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100.

[0055] According to some embodiments of the present application, as shown in Figures 1 and 2, one end of the first heat exchange branch 10 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31; the other end of the second heat exchange branch 20 is connected to the other end of the heating flow path 31, and the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0056] The first heat exchange branch 10 may have a seventh end 102 and an eighth end 103 connected, the second heat exchange branch 20 may have a third end 202 and a fourth end 203 connected, and the heating flow path 31 may have a fifth end 311 and a sixth end 312 connected.

[0057] As some optional embodiments of the present application, valves can be provided between the seventh end 102 of the first heat exchange branch 10 and the third end 202 of the second heat exchange branch 20, and between the seventh end 102 of the first heat exchange branch 10 and the fifth end 311 of the heating flow path 31. For example, but not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. can be provided between the seventh end 102 of the first heat exchange branch 10 and the third end 202 of the second heat exchange branch 20, and between the seventh end 102 of the first heat exchange branch 10 and the fifth end 311 of the heating flow path 31. By controlling the working state of the valve, one end of the first heat exchange branch 10 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31. The fourth end 203 of the second heat exchange branch 20 can be connected to the fifth end 311 of the heating flow path 31, and a valve can be arranged between the eighth end 103 of the first heat exchange branch 10 and the sixth end 312 of the heating flow path 31. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be arranged between the eighth end 103 of the first heat exchange branch 10 and the sixth end 312 of the heating flow path 31, but not limited to. By controlling the working state of the valve, the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0058] As some optional embodiments of the present application, as shown in Figures 1 and 2, the thermal management system 100 can have a first six-way valve 80, and the first six-way valve 80 can have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805 and a sixth connection end 806.

[0059] The seventh end 102 of the first heat exchange branch 10 can be in communication with the second connection end 802, the third end 202 of the second heat exchange branch 20 can be in communication with the fifth connection end 805, and the fifth end 311 of the heating flow path 31 can be in communication with the sixth connection end 806. By controlling the operating state of the first six-way valve 80, one end of the first heat exchange branch 10 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31.

[0060] As some optional embodiments of the present application, as shown in Figures 1 and 2, the thermal management system 100 can have a second six-way valve 81, and the second six-way valve 81 can have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815 and a twelfth connection end 816.

[0061] The eighth end 103 of the first heat exchange branch 10 can be connected to the tenth connection end 814, and the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816. By controlling the operating state of the second six-way valve 81, the other end of the first heat exchange branch 10 can be selectively connected to the other end of the heating flow path 31.

[0062] In the above technical solution, by enabling one end of the heating branch to be selectively connected to any one of the first heat exchange branch 10 and the second heat exchange branch 20, the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or adjust the temperature of the battery 201, thereby simplifying the control logic of the thermal management system 100 when there is excess heat, reducing the complexity of the control software, and reducing the difficulty of controlling the thermal management system 100, which is conducive to improving the robustness of the thermal management system 100.

[0063] According to some embodiments of the present application, as shown in Figures 3 and 4, the vehicle's thermal management system 100 also includes: a first heat exchanger 40, which can selectively communicate with at least one of the heating flow path 31 and the second heat exchange branch 20 to guide the heated heat exchange medium to the first heat exchanger 40, and the first heat exchanger 40 is suitable for transferring heat to the first heat exchange branch 10.

[0064] As shown in FIG3 and FIG4 , the first heat exchanger 40 may have a first sub-channel 41 therein, and the first sub-channel 41 may be selectively connected to at least one of the heating channel 31 and the second heat exchange branch 20 .

[0065] As some optional embodiments of the present application, the first sub-channel 41 may be in communication with the heating channel 31 to guide the heat exchange medium heated by the heating element 32 to the first heat exchanger 40 .

[0066] As some optional embodiments of the present application, the first sub-channel 41 can be connected to the second heat exchange branch 20 to guide the heat exchange medium heated by the heating element 32 through the second heat exchange branch 20 to the first heat exchanger 40.

[0067] As some optional embodiments of the present application, the first sub-channel 41 can be connected to the heating channel 31, and the first sub-channel 41 can be connected to the second heat exchange branch 20 to guide a portion of the heat exchange medium heated by the heating element 32 to the first heat exchanger 40, and guide another portion of the heat exchange medium heated by the heating element 32 to the first heat exchanger 40 after passing through the second heat exchange branch 20.

[0068] As some optional embodiments of the present application, valves can be provided between the first sub-channel 41 and the heating channel 31, and between the first sub-channel 41 and the second heat exchange branch 20. For example, but not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. can be provided between the first sub-channel 41 and the heating channel 31, and between the first sub-channel 41 and the second heat exchange branch 20. By controlling the working state of the valve, the first heat exchanger 40 can be selectively connected to at least one of the heating channel 31 and the second heat exchange branch 20.

[0069] As some optional embodiments of the present application, as shown in Figures 3 and 4, the thermal management system 100 can have a first six-way valve 80, and the first six-way valve 80 can have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805 and a sixth connection end 806.

[0070] One end of the first sub-channel 41 of the first heat exchanger 40 can be in communication with the fourth connection end 804, one end of the second heat exchange branch 20 can be in communication with the fifth connection end 805, and one end of the heating flow path 31 can be in communication with the sixth connection end 806. By controlling the operating state of the first six-way valve 80, the first heat exchanger 40 can be selectively connected to at least one of the heating flow path 31 and the second heat exchange branch 20.

[0071] The first heat exchanger 40 is suitable for transferring heat to the first heat exchange branch 10. In some optional embodiments of the present application, the first heat exchanger 40 can be attached to the first heat exchange branch 10 to exchange heat with the first heat exchanger 40. In some optional embodiments of the present application, a heat conduction component can be provided between the first heat exchange branch 10 and the first heat exchanger 40 to achieve heat exchange between the first heat exchange branch 10 and the first heat exchanger 40 through the heat conduction component.

[0072] In the above technical solution, by setting up a first heat exchanger 40 and selectively connecting the first heat exchanger 40 to at least one of the heating flow path 31 and the second heat exchange branch 20, the first heat exchanger 40 can absorb the heat of the heating element 32, and then transfer the heat to the first heat exchange branch 10 through the first heat exchanger 40 to adjust the temperature of the passenger compartment, so that the thermal management system 100 of the present application can have multiple working modes to meet user needs.

[0073] According to some embodiments of the present application, as shown in Figures 3 and 4, the first heat exchanger 40 has a first end 411 and a second end 412 that are connected, the first end 411 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31, and the second end 412 can be selectively connected to the other end of the heating flow path 31.

[0074] The first heat exchanger 40 may include a first sub-channel 41 , and two ends of the first sub-channel 41 are respectively connected to each other, a first end 411 and a second end 412 .

[0075] As some optional embodiments of the present application, valves can be provided between the first end 411 of the first heat exchanger 40 and the third end 202 of the second heat exchange branch 20, and between the first end 411 of the first heat exchanger 40 and the fifth end 311 of the heating flow path 31. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the first end 411 of the first heat exchanger 40 and the third end 202 of the second heat exchange branch 20, and between the first end 411 of the first heat exchanger 40 and the fifth end 311 of the heating flow path 31, but not limited to. By controlling the working state of the valve, the first end 411 of the first heat exchanger 40 can be connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31. A valve may be provided between the second end 412 of the first heat exchanger 40 and the sixth end 312 of the heating flow path 31. For example, a solenoid ball valve, a solenoid butterfly valve, etc. may be provided between the second end 412 of the first heat exchanger 40 and the sixth end 312 of the heating flow path 31, but is not limited to the solenoid ball valve, the solenoid butterfly valve, etc. By controlling the working state of the valve, the second end 412 of the first heat exchanger 40 can be selectively connected to the other end of the heating flow path 31.

[0076] As some optional embodiments of the present application, as shown in Figures 3 and 4, the thermal management system 100 can have a first six-way valve 80, and the first six-way valve 80 can have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805 and a sixth connection end 806.

[0077] The first end 411 of the first heat exchanger 40 can be in communication with the fourth connection end 804, the third end 202 of the second heat exchange branch 20 can be in communication with the fifth connection end 805, and the fifth end 311 of the heating flow path 31 can be in communication with the sixth connection end 806. By controlling the operating state of the first six-way valve 80, the first end 411 of the first heat exchanger 40 can be in communication with at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31.

[0078] As some optional embodiments of the present application, as shown in Figures 3 and 4, the thermal management system 100 can have a second six-way valve 81, and the second six-way valve 81 can have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815 and a twelfth connection end 816.

[0079] The second end 412 of the first heat exchanger 40 can be in communication with the seventh connection end 811, and the sixth end 312 of the heating flow path 31 can be in communication with the twelfth connection end 816. By controlling the operating state of the second six-way valve 81, the second end 412 of the first heat exchanger 40 can be selectively connected to the other end of the heating flow path 31.

[0080] In the above technical solution, by making the first end 411 of the first heat exchanger 40 selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating flow path 31, the second end 412 of the first heat exchanger 40 can be selectively connected to the other end of the heating flow path 31, the first heat exchanger 40 can be directly connected to the second heat exchange branch 20 and the first heat exchanger 40 can be directly connected to the heating flow path 31, so that the first heat exchanger 40 can absorb the heat of the heating element 32, and then transfer the heat to the first heat exchange branch 10 through the first heat exchanger 40 to adjust the temperature of the passenger compartment, so that the thermal management system 100 of the present application can have multiple working modes to meet user needs.

[0081] According to some embodiments of the present application, as shown in Figures 3 and 4, the vehicle's thermal management system 100 also includes: a second heat exchanger 50, which is suitable for transferring heat with the first heat exchanger 40, and the second heat exchanger 50 is connected to the first heat exchange branch 10.

[0082] Among them, the first heat exchanger 40 can have a second sub-channel 42, which is arranged in parallel with the first sub-channel 41, that is, the second sub-channel 42 is not connected to the first sub-channel 41, the second heat exchanger 50 can have a third sub-channel 51, the second sub-channel 42 and the third sub-channel 51 can be selectively connected, and the second heat exchanger 50 can have a fourth sub-channel 52, which is arranged in parallel with the third sub-channel 51, that is, the fourth sub-channel 52 and the third sub-channel 51 are not connected, and the fourth sub-channel 52 of the second heat exchanger 50 is connected to the first heat exchange branch 10.

[0083] The second sub-channel 42 and the third sub-channel 51 may contain a refrigerant, such as but not limited to R134a (1,1,1,2-tetrafluoroethane) and R1234YF (2,3,3,3-tetrafluoropropylene).

[0084] It can be understood that the first sub-channel 41 of the first heat exchanger 40 can be selectively connected to at least one of one end of the second heat exchange branch 20 and one end of the heating channel 31, so that the heat exchange medium heated by the heating element 32 can flow through the first heat exchanger 40, so that the first heat exchanger 40 can absorb the heat of the heating element 32, and then the refrigerant can absorb the heat of the first heat exchanger 40 when flowing through the second sub-channel 42. In short, the refrigerant in the second sub-channel 42 can absorb the refrigerant in the first sub-channel 41. The heat of the heat exchange medium, and then, when the refrigerant that absorbs the heat of the heat exchange medium flows through the third sub-channel 51 of the second heat exchanger 50, the second heat exchanger 50 can absorb the heat of the refrigerant and transfer the heat to the heat exchange medium flowing through the fourth sub-channel 52. In short, the heat exchange medium in the fourth sub-channel 52 can absorb the heat of the refrigerant in the third sub-channel 51, and then, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 can transfer the heat to the first heat exchange branch 10 for adjusting the temperature of the passenger compartment.

[0085] In the above technical solution, by setting up a second heat exchanger 50 and making the second heat exchanger 50 suitable for heat transfer with the first heat exchanger 40 and connecting the second heat exchanger 50 with the first heat exchange branch 10, the heat of the heating element 32 can be reliably introduced into the first heat exchange branch 10 through the first heat exchanger 40 and the second heat exchanger 50 to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system 100.

[0086] According to some embodiments of the present application, as shown in Figures 2 to 7, the vehicle's thermal management system 100 also includes: a compressor 531, a first expansion valve 532 and an evaporator 533, and the compressor 531, the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form a refrigeration flow path 53.

[0087] The compressor 531, the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 may contain refrigerant, such as, but not limited to, R134a (1,1,1,2-tetrafluoroethane) and R1234YF (2,3,3,3-tetrafluoropropylene). The refrigerant is compressed by the compressor 531 into a high-temperature, high-pressure refrigerant, which then flows into the third sub-channel 51 of the second heat exchanger 50. After passing through the second heat exchanger 50, the refrigerant in the third sub-channel 51 dissipates heat and becomes a low-temperature, high-pressure liquid refrigerant. The low-temperature, high-pressure liquid refrigerant is then reduced in pressure by the first expansion valve 532 to a low-temperature, low-pressure refrigerant, which then flows into the evaporator 533. After passing through the evaporator 533, the refrigerant absorbs heat and then enters the compressor 531, starting the next cycle.

[0088] In some optional embodiments of the present application, the refrigerant can directly absorb heat from the passenger compartment after passing through the evaporator 533. In some optional embodiments of the present application, the refrigerant can absorb heat from the air surrounding the evaporator 533 after passing through the evaporator 533, and then the air surrounding the evaporator 533 that has absorbed heat can be blown into the passenger compartment by a fan or blower.

[0089] In the above technical solution, by connecting the compressor 531, the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 in series to form a refrigeration flow path 53, it can be used to reduce the temperature of the passenger compartment, so as to reliably realize the function of the thermal management system 100 to reduce the temperature of the passenger compartment.

[0090] According to some embodiments of the present application, as shown in Figures 2 to 7, the vehicle thermal management system 100 further includes: a second expansion valve 54, which is connected in series between the second heat exchanger 50 and the first heat exchanger 40, and the second expansion valve 54 and the first expansion valve 532 are connected in parallel.

[0091] That is, both ends of the second expansion valve 54 may be in communication with the second heat exchanger 50 and the first heat exchanger 40 , respectively, and the second expansion valve 54 and the first expansion valve 532 may be arranged in parallel.

[0092] As some optional embodiments of the present application, the thermal management system 100 may further include a first sub-branch 57. The second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may both be located in the first sub-branch 57. One end of the first sub-branch 57 may be connected to any point between the third sub-channel 51 of the second heat exchanger 50 and the first expansion valve 532, and the other end of the first sub-branch 57 may be connected to any point between the evaporator 533 and the compressor 531. In this way, the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 may be connected in series to form a refrigeration channel 53. The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-channel 42 of the first heat exchanger 40 may also be connected in series to form a first circulation loop 55.

[0093] As some optional embodiments of the present application, the thermal management system 100 may also include a first sub-branch 57, the second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may both be located in the first sub-branch 57, the refrigeration flow path 53 may include a second sub-branch 534 and a third sub-branch 535, the second sub-branch 534 and the third sub-branch 535 are connected in series, the compressor 531 and the third sub-channel 51 of the second heat exchanger 50 may be located in the second sub-branch 534, the first expansion valve 532 and the evaporator 533 may be located in the third sub-branch 535, and the first sub-branch 57 and the third sub-branch 535 are connected in parallel.

[0094] It can be understood that the refrigeration flow path 53 formed by the series connection of the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 can be used to reduce the temperature of the passenger compartment, and the first circulation loop 55 formed by the series connection of the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 can be used to transfer the heat of the heating element 32 to the first heat exchange branch 10 to adjust the temperature of the passenger compartment.

[0095] Furthermore, by controlling the operating states of the first expansion valve 532 and the second expansion valve 54, at least one of the refrigeration circuit 53 and the first circulation loop 55 can be made conductive and operational. As some optional embodiments of the present application, by controlling the first expansion valve 532 to close and the second expansion valve 54 to open, the first circulation loop 55 can be made conductive and operational, while the refrigeration circuit 53 is rendered non-conductive. As some optional embodiments of the present application, by controlling the second expansion valve 54 to close and the first expansion valve 532 to open, the refrigeration circuit 53 can be made conductive and operational, while the first circulation loop 55 is rendered non-conductive. As some optional embodiments of the present application, by controlling the first expansion valve 532 to open and the second expansion valve 54 to open, both the first circulation loop 55 and the refrigeration circuit 53 can be made conductive and operational.

[0096] In the above technical solution, by connecting the second expansion valve 54 in series between the second heat exchanger 50 and the first heat exchanger 40, and connecting the second expansion valve 54 and the first expansion valve 532 in parallel, the two circulation circuits of the first circulation loop 55 and the refrigeration circuit 53 can share the compressor 531 and the third sub-channel 51 of the second heat exchanger 50, so that the thermal management system 100 can be designed in a sophisticated way, which is conducive to reducing the number of components and the length of pipelines, thereby reducing the production cost of the thermal management system 100.

[0097] According to some embodiments of the present application, as shown in FIG. 2 to FIG. 7 , the vehicle thermal management system 100 further includes: a liquid storage device 56 , which is connected in series between the first expansion valve 532 and the second heat exchanger 50 .

[0098] It should be noted that the refrigerant is compressed by the compressor 531 to become a high-temperature and high-pressure refrigerant and then flows into the third sub-channel 51 of the second heat exchanger 50. The refrigerant in the third sub-channel 51 dissipates heat after passing through the second heat exchanger 50 and becomes a low-temperature and high-pressure liquid refrigerant. The low-temperature and high-pressure refrigerant flows through the liquid storage device 56 and then passes through the first expansion valve 532. The liquid storage device 56 can act as a liquid seal to reduce the probability of high-pressure refrigerant gas flowing in the circuit, and can also replenish the circuit.

[0099] As some optional embodiments of the present application, the liquid storage device 56 can be independent of the first circulation loop 55, that is, the liquid storage device 56 is located in the refrigeration flow circuit 53, but the liquid storage device 56 is not located in the first circulation loop 55. In an embodiment in which the thermal management system 100 includes a first sub-branch 57 and the refrigeration flow circuit 53 includes a second sub-branch 534 and a third sub-branch 535, the liquid storage device 56 can be located in the third sub-branch 535.

[0100] As some optional embodiments of the present application, the first circulation loop 55 and the refrigeration flow circuit 53 can share a liquid storage device 56, that is, the liquid storage device 56 is located in the refrigeration flow circuit 53, and the liquid storage device 56 is also located in the first circulation loop 55. In an embodiment in which the thermal management system 100 includes a first sub-branch 57 and the refrigeration flow circuit 53 includes a second sub-branch 534 and a third sub-branch 535, the liquid storage device 56 can be located in the second sub-branch 534.

[0101] In the above technical solution, by connecting the liquid storage device 56 in series between the first expansion valve 532 and the second heat exchanger 50, it is beneficial to improve the working reliability of the thermal management system 100, and by arranging the liquid storage device 56 in the second sub-branch 534, the first circulation loop 55 and the refrigeration flow path 53 can share the liquid storage device 56, so that the thermal management system 100 can be designed in a sophisticated manner, which is beneficial to reduce the number of components and the length of pipelines, thereby reducing the production cost of the thermal management system 100.

[0102] According to some embodiments of the present application, as shown in FIG. 1 to FIG. 7 , the second heat exchanger 50 is configured as part of the first heat exchange branch 10 .

[0103] Specifically, the fourth sub-channel 52 of the second heat exchanger 50 can be configured as part of the first heat exchange branch 10. It is understood that the first sub-channel 41 of the first heat exchanger 40 can selectively communicate with at least one of one end of the second heat exchange branch 20 and one end of the heating channel 31, thereby allowing the heat exchange medium heated by the heating element 32 to flow through the first heat exchanger 40, allowing the first heat exchanger 40 to absorb heat from the heating element 32.

[0104] The heat of the first heat exchanger 40 can then be absorbed and transferred to the second heat exchanger 50 through the first circulation loop 55 formed by the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40. Since the fourth sub-channel 52 of the second heat exchanger 50 is constructed as part of the first heat exchange branch 10, the heat of the heating element 32 can be reliably transferred to the first heat exchange branch 10 to adjust the temperature of the passenger compartment.

[0105] In the above technical solution, by constructing the second heat exchanger 50 as part of the first heat exchange branch 10, the heat of the heating element 32 can be reliably transferred to the first heat exchange branch 10 to adjust the temperature of the passenger compartment, which is beneficial to improving the working reliability of the thermal management system 100.

[0106] According to some embodiments of the present application, as shown in Figures 2-4 and 7, the vehicle's thermal management system 100 also includes: a third heat exchange branch 60, the third heat exchange branch 60 is connected to the first heat exchange branch 10, and the third heat exchange branch 60 has a first pump body 61 and a one-way valve 62 connected in series.

[0107] Among them, the third heat exchange branch 60 and the first heat exchange branch 10 can jointly form a second circulation loop 63. Specifically, the first pump body 61, the one-way valve 62, the fourth sub-channel 52 of the second heat exchanger 50, and the warm air core 101 can be connected in series to form a second circulation loop 63. The second circulation loop 63 can have a heat exchange medium. The heat exchange medium in the fourth sub-channel 52 in the second circulation loop 63 can transfer heat with the second heat exchanger 50, and can realize continuous and uninterrupted heat transfer between the first heat exchange branch 10 and the second heat exchanger 50.

[0108] In the above technical solution, by connecting the third heat exchange branch 60 in parallel with the first heat exchange branch 10, and making the third heat exchange branch 60 have a first pump body 61 and a one-way valve 62 connected in series, the first pump body 61, the one-way valve 62, the fourth sub-channel 52 of the second heat exchanger 50, and the warm air core 101 can be connected in series to form a second circulation loop 63, so that heat transfer between the first heat exchange branch 10 and the second heat exchanger 50 can be continuously realized, the temperature of the passenger compartment can be adjusted reliably, stably and efficiently, and the user comfort can be improved.

[0109] It can be understood that, in the present application, refrigerant circulates in the refrigeration flow path 53 and the first circulation loop 55, and heat exchange medium circulates in the remaining flow paths, branches, loops, etc.

[0110] According to some embodiments of the present application, as shown in Figures 1 to 7, the vehicle's thermal management system 100 also includes: a heat dissipation branch 70 for heat exchange with the electric drive system 71, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40 to form a first circulation flow path 74; and / or the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40 to guide the heat exchange medium to the first heat exchanger 40; and / or the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 to form a second circulation flow path 75.

[0111] The heat dissipation branch 70 may have a ninth end 701 and a tenth end 702 that are connected.

[0112] As some optional embodiments of the present application, as shown in Figures 1 to 7, the electric drive system 71 can be arranged in a heat dissipation branch 70, and a heat exchange medium can be provided in the heat dissipation branch 70. The heat exchange medium in the heat dissipation branch 70 can flow through the electric drive system 71 to adjust the temperature of the electric drive system 71. As some optional embodiments of the present application, the heat dissipation branch 70 can be attached to the electric drive system 71 to perform heat exchange with the electric drive system 71 to adjust the temperature of the electric drive system 71. The electric drive system 71 can be understood as the electric drive system of the vehicle, such as but not limited to the wheel-side motor, the front motor, etc.

[0113] As shown in Figures 1 and 2, the heat dissipation branch 70 can selectively communicate with the first heat exchanger 40 to form a first circulation flow path 74. In some optional embodiments of the present application, a valve can be provided between the heat dissipation branch 70 and the first heat exchanger 40. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the heat dissipation branch 70 and the first heat exchanger 40, but is not limited to. By controlling the operating state of the valve, the heat dissipation branch 70 can be selectively communicated with the first heat exchanger 40.

[0114] As some optional embodiments of the present application, as shown in Figures 1 and 2, the thermal management system 100 may include a first six-way valve 80, which may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The first end 411 of the first sub-channel 41 of the first heat exchanger 40 may be in communication with the fourth connection end 804, and the ninth end 701 of the heat dissipation branch 70 may be in communication with the third connection end 803. The thermal management system 100 may include a second six-way valve 81, which may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816. The second end 412 of the first sub-channel 41 of the first heat exchanger 40 may be in communication with the seventh connection end 811, and the tenth end 702 of the heat dissipation branch 70 may be in communication with the eighth connection end 812. By controlling the operating states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected to the first heat exchanger 40. The heat dissipation branch 70 is connected to the first heat exchanger 40 to form a first circulation flow path 74, which can dissipate heat from the electric drive system 71. Furthermore, the first heat exchanger 40 can absorb waste heat from the electric drive system 71 and use this waste heat to heat the passenger compartment (for example, the waste heat from the electric drive system 71 absorbed by the first heat exchanger 40 is transferred to the second heat exchanger 50 via the second circulation loop 63).

[0115] As shown in FIG5 , the heat dissipation branch 70 can selectively connect the first heat exchange branch 10 and the first heat exchanger 40 to guide the heat exchange medium to the first heat exchanger 40. As some optional embodiments of the present application, the heat dissipation branch 70 can be connected in series between the first heat exchange branch 10 and the first heat exchanger 40, that is, the heat dissipation branch 70, the first heat exchanger 40, and the first heat exchange branch 10 are connected in series in sequence. Valves can be provided between the heat dissipation branch 70 and the first heat exchanger 40, between the heat dissipation branch 70 and the first heat exchange branch 10, and between the first heat exchanger 40 and the first heat exchange branch 10. Electromagnetic ball valves, electromagnetic butterfly valves, etc. can be provided between the heat dissipation branch 70 and the first heat exchanger 40, between the heat dissipation branch 70 and the first heat exchange branch 10, and between the first heat exchanger 40 and the first heat exchange branch 10. By controlling the working state of the valve, the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40.

[0116] As some optional embodiments of the present application, as shown in FIG5 , the thermal management system 100 may include a first six-way valve 80, which may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, which may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0117] The first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, the ninth end 701 of the heat dissipation branch 70 can be connected to the third connection end 803, the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811, the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816, the fifth end 311 of the heating flow path 31 can be connected to the fourth end 203 of the second heat exchange branch 20, the third end 202 of the second heat exchange branch 20 can be connected to the fifth connection end 805, the seventh end 102 of the first heat exchange branch 10 can be connected to the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be connected to the tenth connection end 814, and the tenth end 702 of the heat dissipation branch 70 can be connected to the eighth connection end 812. By controlling the operating states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 and the first heat exchanger 40. With the heat dissipation branch 70 selectively connecting the first heat exchange branch 10 and the first heat exchanger 40, when the cooling flow path 53 is operating and absorbing heat from the passenger compartment, the heat exchange medium in the fourth sub-flow channel 52 of the second heat exchanger 50 can absorb the passenger compartment heat absorbed by the cooling flow path 53 and then pass through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, and so on into the battery 201, thereby heating the battery 201 with the residual heat from the passenger compartment.

[0118] As shown in FIG6 , the heat dissipation branch 70 can selectively communicate with the first heat exchange branch 10 to form a second circulation flow path 75. As some optional embodiments of the present application, a valve can be provided between the heat dissipation branch 70 and the first heat exchange branch 10. A solenoid ball valve, a solenoid butterfly valve, or the like can be provided between the heat dissipation branch 70 and the first heat exchange branch 10, but is not limited to the valve. By controlling the operating state of the valve, the heat dissipation branch 70 can be selectively communicated with the first heat exchange branch 10 to form the second circulation flow path 75.

[0119] As some optional embodiments of the present application, as shown in FIG6 , the thermal management system 100 may include a first six-way valve 80, which may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, which may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0120] The ninth end 701 of the heat dissipation branch 70 can be in communication with the third connection end 803, the seventh end 102 of the first heat exchange branch 10 can be in communication with the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be in communication with the tenth connection end 814, and the tenth end 702 of the heat dissipation branch 70 can be in communication with the eighth connection end 812. By controlling the operating states of the first six-way valve 80 and the second six-way valve 81, the heat dissipation branch 70 can be selectively connected to the first heat exchange branch 10 to form a second circulation flow path 75.

[0121] The second heat exchange branch 70 is selectively connected to the first heat exchange branch 10. When the refrigeration flow path 53 is working and absorbing heat from the passenger compartment and the first circulation loop 55 is working and absorbing heat from the battery 201, the heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the heat dissipation branch 70 and the first circulation loop 55 through the second heat exchanger 50, and use this heat to heat the electric drive system 71 or dissipate this heat to the environment through the heat dissipation branch 70.

[0122] In the above technical solution, as shown in Figures 1 and 2, the heat dissipation branch 70 is connected to the first heat exchanger 40 to form a first circulation flow path 74, so that the electric drive system 71 can be cooled. In addition, the waste heat of the electric drive system 71 can also be absorbed by the first heat exchanger 40 and the waste heat of the electric drive system 71 can be used to heat the passenger compartment.

[0123] As shown in Figure 5, the first heat exchange branch 10 and the first heat exchanger 40 are selectively connected through the heat dissipation branch 70. When the refrigeration flow path 53 is working and absorbing the heat of the passenger compartment, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 can absorb the heat of the passenger compartment absorbed by the refrigeration flow path 53, and enter the battery 201 through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, etc., so as to heat the battery 201 through the residual heat of the passenger compartment.

[0124] As shown in Figure 6, the heat dissipation branch 70 is selectively connected to the first heat exchange branch 10. When the refrigeration flow path 53 is working and absorbing heat from the passenger compartment and the first circulation loop 55 is working and absorbing heat from the battery 201, the heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the heat dissipation branch 70 and the first circulation loop 55 through the second heat exchanger 50, and use this heat to heat the electric drive system 71 or dissipate this heat to the environment through the heat dissipation branch 70.

[0125] The thermal management system 100 of the present application can selectively communicate with at least one of the first heat exchanger 40 and the first heat exchange branch 10 through the heat dissipation branch 70 to realize multiple working modes of the thermal management system 100, which is beneficial to improving the working performance of the thermal management system 100.

[0126] According to some embodiments of the present application, as shown in Figures 3, 4 and 7, the vehicle's thermal management system 100 also includes: a connecting branch 76, which can be selectively connected to the heat dissipation branch 70 to form a third circulation flow path 77; and / or the connecting branch 76 can selectively connect the heat dissipation branch 70 and the second heat exchange branch 20 to guide the heat exchange medium to the heat dissipation branch 70.

[0127] As shown in FIG. 1 to FIG. 7 , the connecting branch 76 may have an eleventh end 761 and a twelfth end 762 that are connected.

[0128] As shown in Figures 3 and 4, the communication branch 76 can selectively communicate with the heat dissipation branch 70 to form a third circulation flow path 77. In some optional embodiments of the present application, a valve can be provided between the communication branch 76 and the heat dissipation branch 70. For example, a solenoid ball valve, a solenoid butterfly valve, etc. can be provided between the communication branch 76 and the heat dissipation branch 70, but is not limited to. By controlling the working state of the valve, the communication branch 76 can be selectively communicated with the heat dissipation branch 70 to form the third circulation flow path 77.

[0129] As some optional embodiments of the present application, as shown in Figures 3 and 4, the thermal management system 100 may include a first six-way valve 80, which may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, which may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816. The ninth end 701 of the heat dissipation branch 70 may be in communication with the third connection end 803, the eleventh end 761 of the communication branch 76 may be in communication with the first connection end 801, the tenth end 702 of the heat dissipation branch 70 may be in communication with the eighth connection end 812, and the twelfth end 762 of the communication branch 76 may be in communication with the eleventh connection end 815. By controlling the operating states of the first six-way valve 80 and the second six-way valve 81, the communication branch 76 can be selectively connected to the heat dissipation branch 70 to form a third circulation flow path 77. By enabling the communication branch 76 to selectively connect to the heat dissipation branch 70 to form the third circulation flow path 77, heat can be dissipated from the electric drive system 71. Furthermore, the electric drive system 71 and the first heat exchanger 40 can be separated from each other, allowing the first heat exchanger 40 to form a circuit with the heating assembly 30, thereby improving the reliability of the thermal management system 100.

[0130] As shown in FIG7 , the connecting branch 76 can selectively connect the heat dissipation branch 70 and the second heat exchange branch 20 to guide the heat exchange medium to the heat dissipation branch 70. As some optional embodiments of the present application, the connecting branch 76 can be connected in series between the heat dissipation branch 70 and the second heat exchange branch 20, that is, the connecting branch 76, the heat dissipation branch 70, and the second heat exchange branch 20 are connected in series in sequence. Valves can be provided between the connecting branch 76 and the heat dissipation branch 70, between the heat dissipation branch 70 and the second heat exchange branch 20, and between the second heat exchange branch 20 and the connecting branch 76. The valves can be, but are not limited to, electromagnetic ball valves, electromagnetic butterfly valves, etc. By controlling the working state of the valves, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 and the second heat exchange branch 20.

[0131] As some optional embodiments of the present application, as shown in FIG7 , the thermal management system 100 may include a first six-way valve 80, which may include a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The thermal management system 100 may include a second six-way valve 81, which may include a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0132] The ninth end 701 of the heat dissipation branch 70 can be connected to the third connection end 803, the first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811, the sixth end 312 of the heating flow path 31 can be connected to the twelfth connection end 816, the fifth end 311 of the heating flow path 31 can be connected to the fourth end 203 of the second heat exchange branch 20, the third end 202 of the second heat exchange branch 20 can be connected to the fifth connection end 805, the eleventh end 761 of the connecting branch 76 can be connected to the first connection end 801, and the twelfth end 762 of the connecting branch 76 can be connected to the eleventh connection end 815 and connected to the heat dissipation branch 70 through the ninth connection end 813.

[0133] By controlling the operating states of the first six-way valve 80 and the second six-way valve 81, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 and the second heat exchange branch 20. By selectively connecting the heat dissipation branch 70 and the second heat exchange branch 20 through the connecting branch 76 to direct the heat exchange medium to the heat dissipation branch 70, the first heat exchanger 40 can absorb the waste heat of the electric drive system 71 and the battery 201. Moreover, through the first circulation loop 55, the waste heat absorbed by the first heat exchanger 40 can be transferred to the passenger compartment through the second heat exchanger 50, thereby utilizing the waste heat of the electric drive system 71 and the battery 201 to heat the passenger compartment. Moreover, if the waste heat of the electric drive system 71 and the battery 201 is insufficient to meet the heat demand of the passenger compartment, the heating element 32 can be operated to supplement the heat.

[0134] In the above technical solution, as shown in Figures 3 and 4, the connecting branch 76 can be selectively connected to the heat dissipation branch 70 to form a third circulation flow path 77, which can dissipate heat for the electric drive system 71, and the electric drive system 71 and the first heat exchanger 40 can be located in different loops, so that the first heat exchanger 40 can form a loop with the heating component 30, which is beneficial to improving the reliability of the thermal management system 100.

[0135] As shown in FIG7 , the heat dissipation branch 70 and the second heat exchange branch 20 are selectively connected through the connecting branch 76 to direct the heat exchange medium to the heat dissipation branch 70 . The waste heat of the electric drive system 71 and the battery 201 can be absorbed by the first heat exchanger 40 . Furthermore, the waste heat absorbed by the first heat exchanger 40 can be transferred to the passenger compartment through the second heat exchanger 50 via the first circulation loop 55 . This allows the waste heat of the electric drive system 71 and the battery 201 to be used to heat the passenger compartment. Furthermore, if the waste heat of the electric drive system 71 and the battery 201 is insufficient to meet the heat demand of the passenger compartment, the heating element 32 can be operated to supplement the heat. This allows the thermal management system 100 to achieve multiple operating modes, which is beneficial for improving the operating performance of the thermal management system 100 .

[0136] According to some embodiments of the present application, as shown in FIG. 1 to FIG. 7 , the heat dissipation branch 70 includes a second pump body 72 and a radiator 73 connected in series, and the communication branch 76 is connected in parallel with the radiator 73 .

[0137] Among them, the radiator 73, the second pump body 72, and the electric drive system 71 can be arranged in series, the second pump body 72 can be used to drive the heat exchange medium in the heat dissipation branch 70, and the connecting branch 76 is arranged in parallel with the radiator 73. Specifically, the eleventh end 761 of the connecting branch 76 can be connected to the first connection end 801 of the first six-way valve 80, and the twelfth end 762 of the connecting branch 76 can be connected to the eleventh connection end 815 and connected between the radiator 73 and the second pump body 72 through the ninth connection end 813.

[0138] As some optional embodiments of the present application, as shown in FIG. 1 to FIG. 7 , a fan 731 may be provided near the radiator 73 to supply air toward the radiator 73 .

[0139] As some optional embodiments of the present application, as shown in FIG. 1 to FIG. 7 , the heating element 32 may be connected in series with the third pump body 33 .

[0140] In the above technical solution, by setting the connecting branch 76 in parallel with the radiator 73, the radiator 73 can be kept out of the working circuit of the thermal management system 100 in certain working modes (for example, working modes that require the use of waste heat), thereby making full use of certain components (such as the waste heat of the battery 201 and the electric drive system 71), which is beneficial to improving the reliability of the thermal management system 100 and saving energy.

[0141] According to some embodiments of the present application, the present application further provides a vehicle, which includes the above-mentioned thermal management system 100, and the thermal management system 100 is used to perform thermal management on the vehicle.

[0142] According to some embodiments of the present application, as shown in Figures 1 to 7, the present application provides a vehicle thermal management system 100. The vehicle thermal management system 100 includes a first heat exchange branch 10 for regulating the temperature of the passenger compartment, a second heat exchange branch 20 for performing heat exchange with a battery 201, a heating assembly 30, a first heat exchanger 40, a second heat exchanger 50, a compressor 531, a first expansion valve 532, an evaporator 533, a second expansion valve 54, a third heat exchange branch 60, a heat dissipation branch 70 for performing heat exchange with an electric drive system 71, a connecting branch 76, a first six-way valve 80, and a second six-way valve 81.

[0143] The first six-way valve 80 may have a first connection end 801, a second connection end 802, a third connection end 803, a fourth connection end 804, a fifth connection end 805, and a sixth connection end 806. The second six-way valve 81 may have a seventh connection end 811, an eighth connection end 812, a ninth connection end 813, a tenth connection end 814, an eleventh connection end 815, and a twelfth connection end 816.

[0144] The first heat exchange branch 10 may have a seventh end 102 and an eighth end 103 that are in communication, the second heat exchange branch 20 may have a third end 202 and a fourth end 203 that are in communication, and the heating flow path 31 may have a fifth end 311 and a sixth end 312 that are in communication.

[0145] The seventh end 102 of the first heat exchange branch 10 can be communicated with the second connection end 802, the eighth end 103 of the first heat exchange branch 10 can be communicated with the tenth connection end 814, the third end 202 of the second heat exchange branch 20 can be communicated with the fifth connection end 805, the fourth end 203 of the second heat exchange branch 20 can be communicated with the fifth end 311 of the heating flow path 31, the fifth end 311 of the heating flow path 31 can be communicated with the sixth connection end 806, and the fifth end 311 of the heating flow path 31 can be communicated with the fourth end 203 of the second heat exchange branch 20, and the sixth end 312 of the heating flow path 31 can be communicated with the twelfth connection end 816.

[0146] The first heat exchanger 40 has a first sub-channel 41. The two ends of the first sub-channel 41 are respectively connected to a first end 411 and a second end 412. The first end 411 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the fourth connection end 804, and the second end 412 of the first sub-channel 41 of the first heat exchanger 40 can be connected to the seventh connection end 811.

[0147] The heat dissipation branch 70 may have a ninth end 701 and a tenth end 702 in communication. The electric drive system 71 may be disposed on the heat dissipation branch 70 . The ninth end 701 of the heat dissipation branch 70 may be in communication with the third connection end 803 , and the tenth end 702 of the heat dissipation branch 70 may be in communication with the eighth connection end 812 .

[0148] The communication branch 76 may have an eleventh end 761 and a twelfth end 762 that are in communication. The eleventh end 761 of the communication branch 76 may be in communication with the first connection end 801, and the twelfth end 762 of the communication branch 76 may be in communication with the eleventh connection end 815 and in communication with the heat dissipation branch 70 via the ninth connection end 813. The twelfth end 762 of the communication branch 76 may be in communication with the eleventh connection end 815 and connected between the radiator 73 and the second pump body 72 via the ninth connection end 813.

[0149] The first heat exchanger 40 may have a second sub-channel 42, which is arranged in parallel with the first sub-channel 41, that is, the second sub-channel 42 is not connected to the first sub-channel 41. The second heat exchanger 50 may have a third sub-channel 51, and the second sub-channel 42 and the third sub-channel 51 can be selectively connected. In addition, the second heat exchanger 50 may have a fourth sub-channel 52, which is arranged in parallel with the third sub-channel 51, that is, the fourth sub-channel 52 is not connected to the third sub-channel 51, and the fourth sub-channel 52 of the second heat exchanger 50 is connected to the first heat exchange branch 10.

[0150] The compressor 531, the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 are connected in series to form a refrigeration flow path 53. The second expansion valve 54 is connected in series between the second heat exchanger 50 and the first heat exchanger 40, and the second expansion valve 54 and the first expansion valve 532 are connected in parallel. That is, both ends of the second expansion valve 54 can be connected to the second heat exchanger 50 and the first heat exchanger 40, respectively, and the second expansion valve 54 and the first expansion valve 532 can be arranged in parallel. The thermal management system 100 may also include a first sub-branch 57, the second sub-channel 42 of the first heat exchanger 40 and the second expansion valve 54 may both be located in the first sub-branch 57, the refrigeration flow path 53 may include a second sub-branch 534 and a third sub-branch 535, the second sub-branch 534 and the third sub-branch 535 are connected in series, the compressor 531 and the third sub-channel 51 of the second heat exchanger 50 may be located in the second sub-branch 534, the first expansion valve 532 and the evaporator 533 may be located in the third sub-branch 535, and the first sub-branch 57 and the third sub-branch 535 are connected in parallel. It can be understood that the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532 and the evaporator 533 are connected in series to form the refrigeration flow path 53, and the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 are connected in series to form the first circulation loop 55. By controlling the working status of the first expansion valve 532 and the second expansion valve 54, at least one of the refrigeration flow path 53 and the first circulation loop 55 can be turned on and working.

[0151] The liquid storage device 56 is connected in series between the first expansion valve 532 and the second heat exchanger 50. The second heat exchanger 50 is configured as part of the first heat exchange branch 10. The third heat exchange branch 60 is connected in parallel with the first heat exchange branch 10 and includes a first pump body 61 and a one-way valve 62 connected in series. The heat dissipation branch 70 includes a second pump body 72 and a radiator 73 connected in series. That is, the radiator 73, the second pump body 72, and the electric drive system 71 can be arranged in series.

[0152] The following introduces seven operating modes of the thermal management system 100 of the present application, but the operating modes of the thermal management system 100 of the present application are not limited to the following seven.

[0153] In the first operating mode, as shown in Figure 1 , the heating flow path 31, the first heat exchange branch 10, and the third pump 33 are connected in series to form a loop, achieving a heating mode in which the passenger compartment is directly heated by the heater 32. Specifically, under the action of the third pump 33, heat exchange medium can pass through the heater 32, which heats the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heater 32 passes through the sixth connection end 806 of the first six-way valve 80, the second connection end 802 of the first six-way valve 80, the fourth sub-flow channel 52 of the second heat exchanger 50, the heater core 101, the tenth connection end 814 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, before returning to the heater 32. Thus, the heater 32 can directly provide heat to the heater core 101, allowing the heater 32 to directly heat the air entering the passenger compartment through the heater core 101.

[0154] Furthermore, in the first operating mode, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, and the radiator 73 can be connected in series to form a loop. Under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the radiator 73, and then flow back to the second pump body 72 to regulate the temperature of the electric drive system 71. It should be noted that in the first operating mode, the loop involving the electric drive system 71 can be opened or closed.

[0155] In the second working mode, as shown in FIG2 , the third pump body 33, the heating flow path 31, and the second heat exchange branch 20 are connected in series to form a loop, so as to realize a heating mode of directly heating the battery 201 through the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heating element 32 passes through the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the eleventh connection end 815 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0156] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, and the radiator 73 can be connected in series to form a loop, with the first heat exchanger 40 absorbing waste heat from the electric drive system 71 and the environment. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the radiator 73, and then flow back to the second pump body 72.

[0157] Compressor 531, third sub-channel 51 of second heat exchanger 50, second expansion valve 54, and second sub-channel 42 of first heat exchanger 40 are connected in series to form a first circulation loop 55. This transfers waste heat from electric drive system 71 and the surrounding environment absorbed by first heat exchanger 40 to first heat exchange branch 10, thereby utilizing the waste heat from electric drive system 71 and the surrounding environment to heat the passenger compartment. Specifically, refrigerant flows out of compressor 531 and sequentially passes through third sub-channel 51 of second heat exchanger 50, second expansion valve 54, and second sub-channel 42 of first heat exchanger 40 before returning to compressor 531.

[0158] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63, achieving continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump 61, the heat exchange medium flows sequentially through the fourth sub-flow channel 52 of the second heat exchanger 50, the heater core 101, and then returns to the first pump 61.

[0159] In addition, it should be noted that, in this working mode, the cooling flow path 53 may or may not be working.

[0160] In the third operating mode, as shown in FIG3 , the heating flow path 31 and the first sub-flow path 41 of the first heat exchanger 40 are connected in series to form a loop, and the first heat exchanger 40 absorbs heat from the heat exchange medium heated by the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it. The heated heat exchange medium flowing out of the heating element 32 passes through the sixth connection end 806 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-flow path 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0161] Compressor 531, third sub-channel 51 of second heat exchanger 50, second expansion valve 54, and second sub-channel 42 of first heat exchanger 40 are connected in series to form a first circulation loop 55. This transfers heat absorbed by first heat exchanger 40 to first heat exchange branch 10, whereby the heat from heating element 32 is used to heat the passenger compartment, thereby rapidly warming the passenger compartment in low-temperature environments. Specifically, refrigerant flows from compressor 531 and sequentially passes through third sub-channel 51 of second heat exchanger 50, second expansion valve 54, and second sub-channel 42 of first heat exchanger 40 before returning to compressor 531.

[0162] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63, achieving continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump 61, the heat exchange medium flows sequentially through the fourth sub-flow channel 52 of the second heat exchanger 50, the heater core 101, and then returns to the first pump 61.

[0163] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, and the connecting branch 76 are connected in series to form a loop to control the temperature of the electric drive system 71. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the third connection end 803 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, the ninth connection end 813 of the second six-way valve 81, and then flow back to the second pump body 72.

[0164] In addition, it should be noted that, in this working mode, the cooling flow path 53 may or may not be working.

[0165] In the fourth operating mode, as shown in FIG4 , the heating flow path 31 and the first sub-flow path 41 of the first heat exchanger 40 are connected in series to form a loop. Furthermore, the heating flow path 31, the second heat exchange branch 20, and the first sub-flow path 41 of the first heat exchanger 40 are connected in series to form a loop, directly heating the battery 201 via the heating element 32. The first heat exchanger 40 absorbs heat from the heat exchange medium heated by the heating element 32. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating element 32, and the heating element 32 can heat the heat exchange medium flowing through it.

[0166] A portion of the heated heat exchange medium flowing out of the heating element 32 passes through the sixth connection end 806 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0167] Another part of the heated heat exchange medium flowing out of the heating element 32 passes through the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flows back to the heating element 32.

[0168] The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55. This transfers heat absorbed by the first heat exchanger 40 to the first heat exchange branch 10, where the heat from the heating element 32 is used to heat the passenger compartment, thereby rapidly heating the battery 201 and the passenger compartment in low-temperature environments. Specifically, the refrigerant flows out of the compressor 531 and sequentially passes through the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-channel 42 of the first heat exchanger 40 before returning to the compressor 531.

[0169] Furthermore, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63, achieving continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump 61, the heat exchange medium flows sequentially through the fourth sub-flow channel 52 of the second heat exchanger 50, the heater core 101, and then returns to the first pump 61.

[0170] Furthermore, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, and the connecting branch 76 are connected in series to form a loop to control the temperature of the electric drive system 71. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the third connection end 803 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, the ninth connection end 813 of the second six-way valve 81, and then flow back to the second pump body 72.

[0171] Furthermore, it should be noted that in this operating mode, the cooling circuit 53 may or may not be operating. Furthermore, when the cooling circuit 53 and the first circulation loop 55 are operating simultaneously, air may first flow through the evaporator 533 to be preheated, and then flow through the heater core 101 to be reheated.

[0172] In the fifth operating mode, as shown in FIG5 , the radiator 73 of the heat dissipation branch 70, the second pump body 72, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the heating assembly 30, the second heat exchange branch 20, and the first heat exchange branch 10 are connected in series to form a loop. Specifically, under the action of the second pump body 72, the heat exchange medium can sequentially pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, the twelfth connection end 816 of the second six-way valve 81, the heating assembly 30, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the second connection end 802 of the first six-way valve 80, the fourth sub-channel 52 of the second heat exchanger 50, the heater core 101, the tenth connection end 814 of the second six-way valve 81, the eighth connection end 812 of the second six-way valve 81, the radiator 73, and then flow back to the second pump body 72.

[0173] The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 are connected in series to form a cooling circuit 53. The cooling circuit 53 is capable of absorbing heat from the passenger compartment to cool the passenger compartment. Specifically, refrigerant flows from the compressor 531 and sequentially passes through the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, the evaporator 533, and then returns to the compressor 531. Furthermore, while the cooling circuit 53 is operating and absorbing heat from the passenger compartment, the heat exchange medium in the fourth sub-channel 52 of the second heat exchanger 50 absorbs the passenger compartment heat absorbed by the cooling circuit 53. The heat then passes through the second six-way valve 81, the heat dissipation branch 70, the first heat exchanger 40, and other channels to enter the battery 201. This heat is then heated by the residual heat from the passenger compartment, thereby achieving a mode of both cooling the passenger compartment and heating the battery 201.

[0174] In the sixth operating mode, as shown in Figure 6 , the compressor 531, the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, and the evaporator 533 are connected in series to form a cooling circuit 53. This cooling circuit 53 is capable of absorbing heat from the passenger compartment. Specifically, the refrigerant flows from the compressor 531 and sequentially passes through the third sub-channel 51 of the second heat exchanger 50, the first expansion valve 532, the evaporator 533, and then returns to the compressor 531.

[0175] The radiator 73 of the heat dissipation branch 70, the second pump body 72, the electric drive system 71, and the first heat exchange branch 10 are connected in series to form a second circulation flow path 75. Specifically, under the action of the second pump body 72, the heat exchange medium can pass through the electric drive system 71, the fourth sub-channel 52 of the second heat exchanger 50, the warm air core 101, the tenth connection end 814 of the second six-way valve 81, the eighth connection end 812 of the second six-way valve 81, the radiator 73, and then flow back to the second pump body 72.

[0176] The compressor 531, the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-flow channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55. Specifically, the refrigerant flows out of the compressor 531 and flows sequentially through the third sub-flow channel 51 of the second heat exchanger 50, the second expansion valve 54, and the second sub-flow channel 42 of the first heat exchanger 40, and then flows back to the compressor 531.

[0177] The first sub-channel 41 of the first heat exchanger 40, the second heat exchange branch 20, and the heating assembly 30 are connected in series to form a loop to transfer the heat of the battery 201 to the first heat exchanger 40. Specifically, under the action of the third pump body 33, the heat exchange medium can pass through the heating channel 31, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the fourth connection end 804 of the first six-way valve 80, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, and the twelfth connection end 816 of the second six-way valve 81, and then flow back to the third pump body 33.

[0178] The first circulation loop 55 works and absorbs heat from the battery 201 through the first heat exchanger 40. The heat exchange medium in the second circulation flow path 75 can absorb the heat absorbed by the refrigeration flow path 53 and the first circulation loop 55 through the second heat exchanger 50, and use this heat to heat the electric drive system 71 or dissipate this heat to the environment through the radiator 73 of the heat dissipation branch 70, so as to achieve an operating mode of cooling the passenger compartment and cooling the battery 201.

[0179] In the seventh working mode, as shown in Figure 7, the second pump body 72 of the heat dissipation branch 70, the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the heating component 30, and the second heat exchange branch 20 are connected in series to form a loop. Specifically, under the action of the second pump body 72, the heat exchange medium can pass through the electric drive system 71, the first sub-channel 41 of the first heat exchanger 40, the seventh connection end 811 of the second six-way valve 81, the twelfth connection end 816 of the second six-way valve 81, the heating component 30, the second heat exchange branch 20, the fifth connection end 805 of the first six-way valve 80, the first connection end 801 of the first six-way valve 80, the connecting branch 76, the eleventh connection end 815 of the second six-way valve 81, and the ninth connection end 813 of the second six-way valve 81 in sequence, and then flow back to the second pump body 72.

[0180] The compressor 531, the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 are connected in series to form a first circulation loop 55. Specifically, the refrigerant flows out of the compressor 531 and flows through the third sub-channel 51 of the second heat exchanger 50, the second expansion valve 54 and the second sub-channel 42 of the first heat exchanger 40 in sequence, and then flows back to the compressor 531.

[0181] In this way, the first heat exchanger 40 can absorb the waste heat from the electric drive system 71 and the battery 201, and the absorbed waste heat can be used to heat the passenger compartment through the second heat exchanger 50 on the first circulation loop 55. In this way, the waste heat from the electric drive system 71 and the battery 201 can be used to heat the passenger compartment. Moreover, if the waste heat from the electric drive system 71 and the battery 201 is insufficient to meet the heat demand of the passenger compartment, the heating element 32 of the heating assembly 30 can be operated to supplement the heat. In addition, the third heat exchange branch 60 and the first heat exchange branch 10 together form a second circulation loop 63 to achieve continuous and uninterrupted heating of the passenger compartment. Specifically, under the action of the first pump body 61, the heat exchange medium flows through the fourth sub-flow channel 52 of the second heat exchanger 50, the heater core 101, and then flows back to the first pump body 61.

[0182] Through the thermal management system 100 of the present application, the heating flow path 31 can be connected to the first heat exchange branch 10 and / or the second heat exchange branch 20, so that the heating element 32 can be directly used to adjust the temperature of the passenger compartment and / or adjust the temperature of the battery 201. Compared with the existing technology, it is beneficial to reduce the power specification of the heating element 32 to reduce the component cost of the thermal management system 100. In addition, there is no need to frequently adjust the working mode of the thermal management system 100, which can reduce the fluctuation of the air-conditioning outlet temperature, which is beneficial to improving the comfort of the passenger compartment. It can also reduce the control difficulty of the thermal management system 100, which is beneficial to improving the robustness of the thermal management system 100.

[0183] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0184] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that: include: a first heat exchange branch for adjusting the temperature of the passenger compartment; a second heat exchange branch for performing heat exchange with the battery; A heating component, wherein the heating component includes a heating flow path and a heating element for heating the heating flow path, and the heating flow path can be selectively connected to at least one of the first heat exchange branch and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchange branch and / or the second heat exchange branch.

2. The thermal management system of a vehicle according to claim 1, characterized in that: One end of the first heat exchange branch can be selectively connected to at least one of one end of the second heat exchange branch and one end of the heating flow path; The other end of the second heat exchange branch is communicated with the other end of the heating flow path, and the other end of the first heat exchange branch can be selectively communicated with the other end of the heating flow path.

3. The thermal management system of a vehicle according to claim 1 or 2, characterized in that: Also includes: A first heat exchanger, the first heat exchanger can be selectively connected to at least one of the heating flow path and the second heat exchange branch to guide the heated heat exchange medium to the first heat exchanger, and the first heat exchanger is suitable for transferring heat to the first heat exchange branch.

4. The thermal management system for a vehicle according to claim 3, characterized in that: The first heat exchanger has a first end and a second end that are connected, the first end can be selectively connected to at least one of one end of the second heat exchange branch and one end of the heating flow path, and the second end can be selectively connected to the other end of the heating flow path.

5. The thermal management system for a vehicle according to claim 3 or 4, characterized in that: Also includes: A second heat exchanger, wherein the second heat exchanger is suitable for transferring heat with the first heat exchanger, and the second heat exchanger is in communication with the first heat exchange branch.

6. The thermal management system for a vehicle according to claim 5, characterized in that: Also includes: A compressor, a first expansion valve and an evaporator, wherein the compressor, the second heat exchanger, the first expansion valve and the evaporator are connected in series to form a refrigeration flow path.

7. The thermal management system for a vehicle according to claim 6, characterized in that: Also includes: A second expansion valve is connected in series between the second heat exchanger and the first heat exchanger, and the second expansion valve is connected in parallel with the first expansion valve.

8. The thermal management system for a vehicle according to any one of claims 5 to 7, characterized in that: The second heat exchanger is configured as part of the first heat exchange branch.

9. The thermal management system for a vehicle according to any one of claims 1 to 8, characterized in that: Also includes: A third heat exchange branch is connected to the first heat exchange branch, and the third heat exchange branch has a first pump body and a one-way valve connected in series.

10. The thermal management system for a vehicle according to any one of claims 3 to 8, characterized in that: Also includes: A heat dissipation branch for heat exchange with the electric drive system. The heat dissipation branch can selectively communicate with the first heat exchanger to form a first circulation flow path; and / or The heat dissipation branch can selectively connect the first heat exchange branch and the first heat exchanger to guide the heat exchange medium to the first heat exchanger. and / or The heat dissipation branch can be selectively connected to the first heat exchange branch to form a second circulation flow path.

11. The thermal management system for a vehicle according to claim 10, characterized in that: Also includes: A connecting branch, wherein the connecting branch can be selectively connected with the heat dissipation branch to form a third circulation flow path; and / or The communication branch can selectively connect the heat dissipation branch and the second heat exchange branch to guide the heat exchange medium to the heat dissipation branch.

12. The thermal management system for a vehicle according to claim 11, characterized in that: The heat dissipation branch has a second pump body and a radiator connected in series, and the communication branch is connected in parallel with the radiator.

13. A vehicle, characterized in that: A thermal management system for a vehicle comprising the method according to any one of claims 1-12.

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